Remote-control brake equipment



' w. v'. TURNER. REMOTE CONTROL BRAKE EQUIPMENT.

APPLICATION FILEE SEPT.30, l9I8.

1,339,680, i Patented May 11,1920.

INVENTOR WclreN/ Turner UNITED STATES PATENT OFFICE.

WALTER V. TURNER, OF WIIJKINSIBURG, PENNSYLVANIA, ASSIGNOR TO THEWESTING- HOUSE AIR BRAKE COMPANY, OF WILMERDING, PENNSYLVANIA, ACORPORATION OF PENNSYLVANIA.

REMOTE-CONTROL BRAKE EQUIPMENT.

Application filed September 30, 1918.

My invention is adapted to be employed more particularly in connectionwith a system 1n which the tIZLlIL is brought to a loading platformunder the control of the usual engineer and is then stopped by cuttingoff the power and applyingthe brakes through the automatic operation ofa track trip, such as heretofore employed in connection with automatictrain control systems and which forms no part of my present invention.

After the train has been brought to a stop, the cars are loaded from achute, and

in order to evenly distribute the load throughout-the length of eachcar, the train is shifted a few feet at a time, as sections of the carbecome filled.

This operation is effected by alternately applying the brakes andcutting off the power, and releasing the brakes and applying the power,under the control of an operator located in a tower and without thenecessity for anyaction on the part of the engineer on the train.

The principal object of my invention is to provide means controlled froma remote point whereby the brakes on both the locomotive and train arefirst applied, then the brakes on the train are released while thebrakes on the locomotive are held applied,

and finally the brakes on the locomotive are released. I

By providing means for effecting the above operation, the loading of thetraincan.

brakes permits of the recharging of the train brake system,'sov that apromptapplication of the brakes can besecuredwhen the train is to beagain brought to astop.v

In the accompanying drawing, the single Specification of Letters Patent.

Patented May 11, 1920.

Serial No. 256,158.

figure is a diagrammatic view, mainly in section, of a fluid pressurebrake equipment, embodying my invention.

As shown in the drawing, the brake equipment may comprise a triple valvedevice. 1, a brake cylinder 2, a brake valve 3, a main reservoir 4, andan electrically controlled brake application valve device 5.

The triple valve device 1 may comprise the usual casing having a pistonchamber 6,

connected to the brake pipe 7 and containing piston 8, and a valvechamber 9 connected to auxiliary reservoir 10 and containing main slidevalve 11 and auxiliary valve 12 adapted to be operated by piston 8.

The brake application valve device 5 may comprise a casing, having apiston chamber 13 containing piston 14, and a valve chamber 15,containing a slide valve 16. For controlling the operation of theapplication valve device, a magnet 17, having its circuit controlledfrom a remote point, is

provided, and the magnet is adapted to op-,

erate a double beat valve 18 for venting fluid from piston chamber 13 ofthe brake application valve device 5.

The brake valve device 3 may comprise the usual casing having a valvechamber 19 containing a rotary valve 20 adapted to be operated by handle21.

In operation, with the brake valve in running position, as shown in thedrawing, and the magnet 17 energized, the double beat valve closescommunication from piston chamber 13 through passage 22 and openscommunication from a timing reservoir 23 through pipe 24 and passage 25to an atmospheric exhaust port 26.

Fluid under pressure 1s supplied from the main reservoir 4 throughpipe27, feed valve 28, and passage 29 to valve chamber 15 of the brakeapplication valve device 5, and

equalizing into piston chamber 13', through port 30 1n piston 14, thespring 31 forces tion,, fluid under pressure is now supplied to thebrake pipe 7 through port 35 and passage 36, thus charging the brakesystem on the train and the piston chamber 6 of the triple valve device1 on the locomotive with fluid under pressure.

The triple valve piston 8 being moved to release position, fluid flowsfrom piston chamber 6 throu h the usual equalizing port 37 to valve chamer 9 and the auxiliary reservoir 10.

In the release position of the slide valve 11, the brake cylinder 2 isnot connected directly to the exhaust,but for apurpose to be hereinafterdescribed, is connected to the exhaust port 26 controlled by double beatvalve 18, through pipe 38, passage 39, cavity 40, passage 41, pipe 42,timing reservoir 23, pipe 24, and passage 25. It will thus be seen thatnormally, with the magnet 17 energized, the brake cylinder 2 on thelocomotive is connected to atmospheric exhaust port 26.

When the train has been brought to the loading platform under the usualcontrol of the engineer, the magnet 17 is deenergized by the operationof a track trip controlled by an operator in a tower.

The double beat valve 18 is then operated to cut oif the exhaust passage26 from the timing reservoir 23 and open communi cation, through passage22, from piston chamber 13 to passage 25 and the timing reservoir 23.

The timing reservoir being now at atmospheric pressure, fluid is ventedfrom pis ton chamber 13 to said reservoir, causing the fluid pressure invalve chamber 15 to shift piston 14 to application position, in whichslide valve 16 connects passage 43 leading to brake pipe 7, throughcavity 44 with passage 45, leading to brake cylinder pipe 38. Fluidunder pressure is therefore vented from the brake pipe 7 to the brakecylinder- 2, causing a reduction in brake pipe pressure and theapplication of the brakes on the train and the movement of the triplevalve piston 8 on the locomotive to emergency application position, inwhich fluid is supplied from the auxiliary reservoir 10 to the brakecylinder through port 46.

The train is thus automatically brought to a stop at the loadingplatform under the control of the operator in the tower.

While a section of a car is being loaded from a chute at the loadingplatform, the timing reservoir 23 becomes charged with fluid underpressure, flowing from valve It will be noted that while the slide valve16 is in application position, the passage 32 is cut off from valvechamber 15, so that fluid at this time will not be supplied by the brakevalve 3 to the brake pipe, even though the brake valve is in runningposition, but as soon as the slide valve 16 is returned to releaseposition, the passage 32 is again uncovered, so that fluid is suppliedfrom the main reservoir to the rotary valve chamber 19 of the brakevalve 8, and thence flows through port 35 and passage 36 to the brake 91e 1 The brake pipe pressure is thus increased, so as to effect therelease of the brakes on the train, but on the locomotive, the magnet 17being still held deenergized, while the locomotive triple valve piston 8will be shifted to release position, by the increased brake pipepressure, the brakes on the locomotive will be held applied, since thepassage 25 is cut off from the exhaust passage 26.

The holding of the brakes applied on the locomotive is suiiicient forthe purpose of holding the train after the train has been brought to astop, while releasing the brakes on the train, permits of recharging thebrake system, in readiness for another application of the brakes, aswell as providing for a prompt release when it is desired to again movethe train, since only the locomotive brakes have to be released.

When it is desired to shift the train a few feet, so as to load anothersection of the car from the chute, the tower operator effects theenergization of magnet 17 and the application of power to the electriclocomotive which hauls the train.

As soon as the magnet 17 is energized, the passage 25 is connected tothe exhaust port 26 and fluid is released from the locomotive brakecylinder 2 through pipe 38, passage 89, cavity 40, passage 41, pipe 42,timing reservoir 23, pipe 24, and passage 25.

Upon movement of the train a few feet to the desired point, the toweroperator causes the magnet 17 to be deenergized'and the power to be cutoff from the electric locomotive, so that the brakes are again appliedon the locomotive and train to bring the train 7 to a stop in the samemanner as hereinbefore described.

A check valve 47 is interposed in pipe 42 so as to prevent a possiblereapplication of the brakes on the train when the locomotive triplevalve is shifted to release position and Y in case the brake cylinderpressure should j happen to be lower than the pressure in the tnnlngreservoir, due to excessive leakage i from the brake cylinder. chamber15 through port 30 in piston 14 to At the same time, the pressure in thebrake cylinder maybe maintained against leakage by providing arestricted port 48 around the check valve 47, so that fluid tocompensate for leakage is supplied from the main reservoir through port30 in piston 14 and the timing reservoir 23 to the locomotive brakecylinder 2.

The check valve 4L7 also prevents excessive loss of fluid in case thebrake cylinder pipe 38 becomes ruptured.

A check valve 49 is interposed in pipe 38, so that back flow from thebrake cylinder to the brake pipe is prevented, in case the magnet 17becomes deenergized while the brakes are applied on the train throughthe operation of the brake valve 3, since the deenergization of magnet17 will cause the movement of slide valve 16 to connect the brakecylinder with the brake pipe, and without a check valve in the pipe 38,fluid from the brake cylinder could flow to the brake pipe and thusincrease the brake pipe pressure, thereby tending to release the brakes,when not intended.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is 2- 1. In a fluid pressure brake, thecombination with a brake pipe for controlling the brakes on the trainand a brake equipment for controlling the brakes on the locomotive ofmeans controlled from a remote point for varying the brake pipe pressureto apply the brakes on the locomotive and train and for holding thebrakes applied on the locomotive while releasing the brakes on thetrain.

2. In a fluid pressure brake, the combination with a brake equipment forcontrolling the brakes on the locomotive, of means controlled from aremote point for effecting an application of the brakes on thelocomotive and train and for then holding the brakes applied on thelocomotive while releasing the brakes on the train.

3. In a fluid pressure brake, the combination with a brake equipment onthe locomotive for effecting an application of the brakes on thelocomotive and train, of means operative automatically after the brakeshave been applied for releasing the brakes on the train While thelocomotive brakes are held. applied.

4. In a fluid pressure brake, the combination with brake equipment onthe locomotive adapted to be controlled from a remote point foreffecting an application of the brakes on the locomotive and train, ofmeans for automatically effecting the release of the brakes on the trainwhile the brakes on the locomotive are held applied.

5. In a fluid pressure brake, the combination with a brake pipe, a valvedevice on the locomotive operated upon a reduction in brake pipepressure foreffecting an application of the brakes on the locomotive,and an application valve device for effecting a reduction in brake pipepressure and the application of the brakes on the locomotive and train,of means electrically controlled from a remote point for operating saidapplication valve device and adapted to control the release of thelocomotive brakes and means for automatically releasing the trainbrakes.

6. In a fluid pressure brake, the combination with a brake applicationvalve device having a piston subject on one side to fluid pressure andprovided with a restricted port connecting opposite sides of the piston,a brake cylinder, a timing reservoir, a triple valve device forconnecting the brake cylinder with the timing reservoir in releaseposition, and a check valve for preventing back flow from the reservoirto the brake cylinder, and having a restricted port for permitting flowaround said check valve, of means for connecting the timing reservoirwith an exhaust port in one position and with said piston in anotherposition.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER.

